Fluid-actuated engine



May 31, 1927.

H. LEVJNE FLUID. ACTUATED ENGINE Filed Oat. 1 9,. 1925 3 Sheets-Sheet 1 711. \\\\\\\\\\T VIII.

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FLUID AOTUATED ENGINE Filed on. 1a; 1925 a SheetsShee t 3 o" /v k:

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@mmLez/v'ne BY l I I ISO Patented May 31, 1927.

UNITED s'rar tenets HYMAN' LEVINE, OF DENVER, COLOR-ADO, ASIGNOR INGERSOLL-RAND COMPANY,

OF JERSEY CITY NEW JERSEY, A COBPORATION. JERSEY.

FLUID-ACTUATED ENGINE.

Application filed October 19,1925, Se1ia 1 No.-63 248. I I

This invention relates to fluid actuated engines, but more. particularly to that type of engine in which there are provided a pair of fluid actuated pistons, one reciprocating Within the other and at right angles thereto, both pistons cooperating to produce a rotary motion of, a crank.

It is an object. of this invention to produce equal efliciencies in the running .of the engine in either direction of rotation. This object is accomplished by the invention in its improved form by providing exhaust ports arranged symmetricallywvith respect to the inlet-ports in thecylinder. head and a reversing throttle valve which is adapted to connect either set offlports with. thesupply of motive fluid to actuate the engine in the desired direct-ion of rotation. d

Other objects and advantages of the invention will.v be in part obvious and in part pointed out hereinafter.

The invention Will be more clearly understood by reference to, the following description taken in conjunction avith the accompanying drawings, in which Figure 1 is an end elevation of the engine with the cylinder head removed,

Figure 2 is a vertical section of theengine along the line 2+2 ofFigure l'looking in the direction of thearrows Figure 3 ,is ahorizontal section of. the engine taken along the line 3-.3 looking in the direction of the arro vs,'

Figure AL is a iew of a portion of the front cylinder head showing, the arrangement of inlet and exhaust ports therein, and

Figures v5, 6, 7 and 8 are diagrammatic representations. of the cylinder and. pistons at importantpoints in, the cycle of operations. I

Referring to the drawings and more particularly to .Figures 1 to 4: inclusive. the engine comprises a cylinder A having a back head B and front head. C betn' eenRihich a frame .pistonD is adapted to reciprocate. A rotary. piston E isadapted .to reciprocate Within the frame piston D and to, he guided thereby an d is adapted .to rotate with respect to a crank pin F to Which it is attached. A suitable anti-friction bearing Gr may be proyided between the-cranlnpinF and the rotary. piston E. It Will be seen that as the frame pistonD reciprocates within the cylinder A and-as the rotary piston recipro cates ithin the framepiston D, a rotary motion is'imparted by the two pistons tothe crankpin F causing, rotation of. the crank shaft Asis usual in engines of this type, thezface's of theframe piston D and rotary piston E sliding on the faces of the cylinder 3 EN-r orrics, i

heads B and C aresufliciently tight to pre-' vent substantialgleakage' of motive fluid from one end of the cylinder A to another;

The rotary motion of the piston E with respect to f the cylinder fheadfC affords a means for effecting the admission and exhaust of motive fluid to and from the cylinder, to actuate-the pistons D and E. To

this end there are. provided a set of ports J in the cylinder head preferably rectangular in section which lead from a chamber K in the'cylinder head C to the inner face of. the cylinder head, C. The portsJ are arranged symmetrically about the rectangular axes of the cylinder head CWith respect to a sec 0nd set of ports L of the same general form as the ports J and Which lead from a second the inner face of the cylinder chamber 0 to ead C- Inorder to conduct motive fluid from the ports J or L to the-pressure faces of the pistonsl) and E,' there are provided distributing ports P in the rotary piston E preferably located on the rectangular axes of the rotary piston E Which lead from the face of'the rotary piston E to passages Qin the interior of the rotary piston E communicating with thepressure faces of the pistons D. and E. In order to admit motive fluid to the pressure face of the frame piston D, passages R cut through the ends of that piston communicate With the passages Qfin the rotary piston.

The direction of rotation of the motordepends upon which of the chambers K or O is associated with the supply of motive fluid or exl'iauist, If the motor is to operate in a 'clocki'vise direction (Figure 1),thecha1nber Kshould be 'associatedayith the supply of motive fluid and the chamber 0 with-atmosphere a d "w e a- This is shown more clearly in Figures 5,

5, Tand 8 in which the cycle of operations is shown when the engine is rotating 'counter-clockWise. Only such of the ports as are important with respect to the admis- The remainin orts are omitted since the cooperate in a similar manner to admit inoti've fluid to the pressure ends of the pistons.

with which they cooperate. In Figure 5, the

' piston E is at its upper end oi? its stroke and ply o'f motive fluid. Motive fluid is therefore admitted from the chamber O through the port L in the cylinder head and port P in the piston 'E and passage Q to fill the chamber'in the cylinder adjacent the upper pressure .face of the piston E. Rotation proceeds in a counter-clockwise direction to a position at bottom dead center as shown in Figure 7'passing through the intermediate stage of full port opening as shown in Figure 6. From bottom dead center to top dead center the distributing port P is in registry with the port J which acts in this case as an exhaust port as-shown in Fi ure 8; The ports L and J may be spaced nom each other a slight distance so that near top dead center the port P will be blanked by the face of the cylinder head C to permit a slight compression before the admission of motive fluid occurs.

If the ports J are associated with the supply of motive fluid so as to act as admission 'ports and the ports L to. act as exhaust ports, rotation of the engine will then be clockwise and the cooperation of the ports L and J with the distributing port P willbe the reverse of that above described. In order to reverse the direction of flow of motive fluid within the engine there is a reversing throttle valve S associated with the motive fluid supply pipe T and exhaust pipe U. The functions ot'the throttlevalve S is to reverse the connection of the supply pipes T and the exhaust pipe U with the chambers K and O. In this instance a spool type valve is employed which is adapted to be reciprocated in a valve chest V preferably formed integrally with the cylinder head G and adapted to be moved by means of suitable pinions "N engaging a rack X on the end of the valve S. The valve chest V 'is provided with a grooved port Y continuously communicating with a source ofsuppl y pipes T which is controlled by the central flange Z of ,thevalve S. Two ring grooves Z2 and (l are formed in the valvechest communicating with the chainbers O and'K respectively. The central flange Z controls communication between the ring groove (Z and the groove Y which is associated with the motive fluid supply and an exhaust grooved port 6 associated with the exhaust pipe U. WVhen the valve is at left postion, as shown in Figure 3, exhaust fluid is permitted to escape from the chamber through the groove cl past the central flange Z into the exhaust groove (2 and thence to atmosphere. When the valve is moved to the right, motive fluid is permitted to enter from the groove Y past the central flange Z into, the chamber K. An end flangef i s provided on the valve S to control the ring groove 7). Thus, when the valve is at the left, as shown in Figure 3, motive fluid may enter from the ring groove Y past the flange f through the groove 6 into the chamber 0. WVhen, the valve is thrown to the right, communica tion between the supply and the ring groove Z) is cut oil and at the same time a second end flange g at the end of the valve S opposite the flange f'opens communication between the exhaust pipe U through, the groove 6 and a groove h connected by a passage (not shown) with the ring groove Z2 whereby exhaust fluid may then'flow from the chamber to atmosphere. i

, It will be seen that the efliciency of the engine is substantially the same regardless of the direction of rotation since the admission and exhaust ports for each pressure face of each piston are similarly arranged and operates similarly regardless of direction of rotation.

I claim:

1. A fluid actuated engine comprising a cylinder, a reciprocating piston within'the cylinder, a rotary piston reciprocating within thereciprocating piston, a head for said cylinder, a set of distributing ports in said rotary piston, a set of ports in said cylinder head adapted to cooperate with saiddistributing ports, and a second set of ports in said cylinder head similar in location and form to the first set of ports, in said cylinder head, and means for connecting either of said sets of ports in said cylinder head'with a source of motive fluid supply or'with exhaust to determine the direction of rotation of said engine.

2. A fluid actuated engine comprising a cylinder, a reciprocating piston Within said cylinder, a rotary piston adapted to reciprocate within said reciprocating piston, a head for saidcylinder, a set of distributing ports in said rotary piston, a set of ports in said cylinder head adapted to cooperate with said distributing ports, and a second set of ports similarly located to said first set of ports in said cylinder head with respect to i the rectangular axes of the cylinder head, and means for connecting either of said sets of ports in said cylinder head with a source of motive fluid supply or with exhaust to determine the direction of rotation of said engine.

El/A fluid actuated engine comprising a cylinder, a reciprocating piston within the said cylinder, a rotary piston adapted to reciprocate within said reciprocating piston, a t 1 d stributing P rts in a d r ta piston, two sets of ports in said cylinder being adapted to control the admission and head adapted to cooperate with the disexhaust of motive fluid to and from said tributing ports in said rotary piston hoth cylinder.

of said sets of ports in said cylinder head In testimony whereof I have signed this 5 being adapted to operate as admission or specification.

exhaust ports depending upon the direction of rotation of said piston and said piston I HYMAN LEVINE. 

